Reinforced switch-point.



2 Sheets-Sheet I.

Patented .ian. 2, I900.

. G. KELLEY.

CED SWITCH POINT.

lication filed Nov. 9, 1899) No. fi4-U,388.

(No Model.)

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TTOWARD G. KELLEY, OF MINNEAPOLIS, MINNESOTA.

REENT ORGIED SWITCH PQHNT.

SPECIFMATION forming part of Letters Patent No. 640,388, dated January2, 1900.

Application filed November 9, 1899. Serial No. 736,332. (No model.)

To (tZZ whom 1 25 may concern:

Be it known that I, HOWARD G. KELLEY, of the city of Minneapolis, countyof llennepin, State of Minnesota, have invented a new and ImprovedTteinforced Switch-Point, of which the following is a specification.

My invention relates to railroad-switches, and particularly to means forreinforcing or strengthening switch-points, whereby accidents from thebreaking of points may be avoided.

The object of the invention is to strengthen the switch-point close tothe end thereof from and before the point where strain or pressure isexerted thereon by the flange of the locomotive-driver or ear-wheel inpassing over the switch.

My invention consists generally in the combination, with the railcomprising the switchpoint, of a lateral reinforcement upon the innerside of the rail 5 and the invention further consists in particularconstructions and combinations of parts, all as hereinafter described,and particularly pointed out in the claims.

The invention will be more readily understood by reference to theaccompanying drawings, forming part of this specification, and in which-Figure 1 illustrates a railroad-switch embodying my invention. Fig. 2 isan enlarged section of the switch-point on the line cc of Fig. 1. Fig. 8is a section of Fig. 1 on the line 3 y, slightly enlarged. Fig. 4 showsa modiiication of the reinforced rail. Fig. illustrates a furthermodification thereof.

In the drawings, 2 and 3 represent the main rails of the track, and 4represents the stockrail leading to the side track. 5 is the otherside-track rail. The switch-points 6 and 7 extend from the ends of therails 5 and 3, re spectively. These points are of the usualconstruction, with the exception of the reinforcements hereinafterdefined and the further exception of the omission of the bridle-rodsconnecting the switch-points. The head-rod S, which joins the free endsof the switch-points and which extends to the switch-stand, may be ofany desired construction or type.

Various plans have been devised heretofore to hold together the piecesof a switch-point when broken, and these have in many instancesprevented wrecks, while in other instances wrecks have been occasionedby such looseness between the pieces of abroken point as to permit thederangement thereof, throwing the same into the flangeway of the wheels.A particular object, therefore, of this invention is not only to providemeans to tie the switch-point at close distances, as provided forheretofore, but also to provide means that will certainly and surelyhold the parts of a broken rail in line, so that the same cannotinterfere with the wheels of the locomotive or cars, which will passsafely. To this end I attach to the side, preferably only the innerside, of the switeh-point a long reinforcing rod or rail 9, extendingclose up to the points or toes of the tapered switch-rails. Thisreinforcement is secured by rivets 10, closely arranged and preferablystaggered, the same passing through the web of the rail and drawing thereinforcing parts so closely to the rail that the same is, in effect, asstrong as though integral therewith, while possessing the advantage ofcheap manufacture and repair. The reinforcing part may be of any desiredcross-section, so long as it effects lateral resistance. It is furtherdesirable that the lateral brace or alining bar shall have its lateralprojection at a point below the flanges of the wheels resting upon therail.

The preferred construction is shown in Fig. 2, where it will be seenthat the reinforcement or alining bar 9 has the form of a T in crosssection, with the stem, web, or flange thereof extending laterally fromthe side of the rail, perpendicular thereto, and somewhat below half theheight of the rail. The upper and lower edges of the T are preferablyformed to lit the under part of the rail-head and the top of therail-flange. The T is secured by rivets 10 passing through the upper andlower parts thereof above and below the lateral portion, and theserivets, preferably staggered, are arranged within a few inches of one another, and it is practically impossible that any part of theswitch-point should become detached from the reinforcing or alining bar,even when the. switch-point is broken in several places.

It is obvious that an angle-iron of suitable cross-section could beemployed in place of the T-iron; but there are objections thereto whichmake preferable the cross-sections that I have illustrated.

In place of the T illustrated in Fig. 2 I may employ a light deck-beamthe cross-section of which is illustrated in Fig. 4, and I may furthermodify the section of the lateral reinforcement or alining bar 9, asshown in Fig. 5, the same being a channel or angle bar the edges ofwhich are set against the head and flange of the rail, with rivets 10passing through the rail-web.

The reinforcing-bar9 adds strength to the switch-point, rendering thesame less liable to breakage, also holding the broken pieces togetherwhen the switch-point is fractured, and, furthermore, holding the brokenparts in line, so that the switch will serve for a short time untilrepairs are possible.

A particular advantage of this switch fo1- lows from the great rigiditythat is afforded the switch-points, rendering it possible to dispensewith the usual bridle-rods, and, further, making the operation therewithof an automatic switch-stand absolutely positive when the switch isthrown by a train running through the same when the switch was setagainst it.

It is obvious that my invention admits of various modifications, whichwill readily suggest themselves to one skilled in the art, and Itherefore do not confine the same to the specific construction hereinshown and described.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. The combinatiomwith a movable switchrail, of alaterally-extending inflexible reinforcement thereon,upon the gage sidethereof.

2. The combination, with the movable switch-rail, of alaterally-extending inflexible reinforcement extending beyond the gageside of the rail-head.

3. The combination, with the movable switch-rail, of a bar secured tothe gage side of the rail, and having a part extending laterallytherefrom, for the purpose specified.

4. The combination, with the movable switch-rail, of the reinforcementor alining bar having a laterally-extending portion projecting beyondthe gage side of the rail and below the path of a wheel-flange thereon,substantially as described.

5. The combination, with the movable switch-rail, of an alining-barsecured to the gage side thereof by rivets or equivalent de vicespassing through the rail-web, said bar having a horizontal portion ofsubstantially the length thereof, substantially as described.

6. The combination, with the movable switch-rail, of the T-bar, thehead-flanges of which are riveted to the gage side or inside of therail-web.

7. A railroad-switch comprising the main and side track rails, and theswinging switchpoints having their free ends only connected, and thelaterally-extending alining-bars upon the gage sides of saidswitch-points.

8. A railroad-switch comprising the main and side track rails and theswinging switchpoints, having their free ends connected, and thealining-bars secured to the gage sides of said switch-points and havinghorizontal webs or projections below the parts of the wheelflange,substantially as described.

In testimony whereof I have hereunto set my hand, this 4th day ofNovember, 1899, at Minneapolis, Minnesota.

HOWARD G. KELLEY.

In presence of- O. G. HAWLEY, M. E. GooLEY.

